Internal-combustion engine



2 SHEETS SHE-.ET I

T. A. HUTSELL. INTERNAL CoMBusTloN ENGINE. Fl LED JULY 17, 1920.

Jan. 30, 1923.

Jan. 3o, 1923.v

. HUTSELL INTERNAL CoMBus-rloN ENGINE.

FILED JULY 17; 1920Y 2 SHEETS-SHEET 2 me/Moz Patented Jan. 30, 1923.

N f UNITED sTaTEa PATENT oFFlcE.

THOMAS HUTSELL, OF SPOXANE, WASHINGTON, ASSIGNOR TO HUTSELL MOTOR COMPANY, OF SEOKANE, -il'J'AS'-IING'I'ON.V

INTERNAL-COIMBUSTIOI ENGINE.

Application filed Julyd,

To all whom t maf] concern:

Be it known that I, THOMAS A. Hu'rsnnn, a citizen of the United States, residing Spokane, in Spokane County and State of l/Vashington, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

The present invention relates to improvements in internal combustion engines of the two cycle type in which the working` cylinder and pump cylinder are co-aXial and the working piston and larger pump piston form a rigid structure. v The engines are arranged in pairs, whereby the fuel charge is alternately compressed in one pump cylinder and pumped through a communicating manifold to the adjoining ignition chamber of the parallel working cylinder, above the motor piston therein, thus readily adapting the invention for two, four, sin or eight cylinder engines or motors.

The invention consists essentially in certain novel combinations and arrangements of parts including the co-aXial working andv pump cylinders, which as separate elements, are combined with the engine base and block or casing to secure proper fitting of the parts together for most efficient operationl of the engine or engines. The invention also provides vimproved means for conducting the fuel charges and exhaust gases to and fromk the cylinders, as will be pointed out, together with lubricating means for the pistons forming part of the crank shaft lof the engines, and in further details of construction illustrated in the drawings, and

' set forth in the appended claims.

In the accompanying drawings I have illustrated a four cylinder engine of well known type embodying the novel features of my invention, wherein the parts are coinbined and arranged according to the Vbest mode I have thus far devised for the practical application of the principles of my invention. j

Figure l is a vertical, transverse sectional view through the engine embodying my invention, illustrated as taken at line 1;'1 of Figure 2. Y

Figure Q is a view in side elevation, with parts in section, of a four cylinder engine 1920. Serial No. 396,991.

embodying my invention, illustrating the manifold connection for fuel charge from one cylinder to an adjoining cylinder, and showing the working or operating parts of the engine, both in section and in elevation. Figure is a perspective view of the crank shaft with its disks for distributing the oil or lubricant from the oil pan of the engine.

Figure 4 is a View in side elevation of the working cylinder of an engine.

Figure 5 is a view of the combined working piston and pump piston, fashioned as a rigid structure. partly broken away for convenience of illustration.

F igurc 6 is a side view of a detached pump or compression cylinder, showing one of its interlocking supporting lugs and a pair of ports for communication with the working cylinder of an adjacent engine for conveying a compressed charge thereto.

In the preferred form of the invention as indicated in the drawings I have utilized a four cylinder engine or motor, arranged in pairs A and B, in which the engine base l is of usual form and divided by the central vertical partition l, and below the base is lthe oil pan 2, while the engine block 3, above the base is fashioned as a rigid structure to form the water jacket l for a pair of engine cylinders. Each engine is equipped with a working cylinder' and a compression or pump cylinder 6, disposed in axial alinemen't, er co-aXia-l, but separate elements enibodied in the engine structure. The pump cylinder 6, as seen in Figure 6 is al comparaA tively large cylindrical sleeve fashioned with a pair of diametrically disposed, exterior lugs 7, which as bestseen in Figure l, rest upon the flanges 8 of the engine casing at the top edge of the engine base, to support the working cylinder. Bolts are passed through llanges on the engine block and engine base in usual manner to secure these two parts of the engine, and the working cylinder, in rigid relationship.

The working or motor cylinder 5 is also rigidly supported in the engine, in upright position, and is centered and supported at the top by the utilization of a hollow threaded stud 9, threaded into the cylinder head l0, `and provided with a securing nut .1.0" outside the cylinder head. The ignition device or spark plug 1()b is threaded into the interior of the hollow stud 9, for igniting the explosive charge in the firing chamber of the working'cylinder 5. Y

The working cylinder is closed at the top, except for the hollow stud 9 and open at the-lower end, and approximately midway its center is provided with an exterior, annular boss 11, formed with a lower beveled edge 12, and through the walls of this boss extend the two, diametrically opposed inlet and exhaust ports 13 and`14 for the fuel charge and spent gases respectively. b

Adjacent these ports of the working cylinder are the complementary inlet and outlet passages 15 and 16 extending radlally through the cast integral ring 17 of the engine block or casing 3, which ring 1s fashioned with an upper, inwardly projectingannular fiange 18 to receive the shoulder 19 of the boss 11 on the working cylinder, and a lower shoulder 2O for the flange or beveled face 12 of this exterior boss of the working cylinder. In this manner the working cylinder is rigidly secured within the engine casing where it is supported at the head by the hollow stud 9, and approximately midway its length within the annular.` casting or ring 17 of the engine casing. It will be apparent that the sleeve 6 forming the pump cylinder is of greater internal diameter than the external `diameter of the working cylinder which extends approximately one-half its distance within the pump cylinder and forms an annular compression chamber 21 between the inner and outer faces of the cylinders. The carbureter 22 in Figure 1 communicates with the compression chamber 21 through the intake manifold23, port 24C in the engine casing, and intake port 25 through the pump cylinder wall. Diametrically opposite the intake ports, the compression chamber has outlet ports 26, through the wall of the pump cylinder, and this port opens through the en` gine casingl at 27 to the charge manifold 28. The chargemanifolds 28 and 29, thus extend from their respective pump cylinders, are crossed, and lead to the complementary working cylinders of adjoining engines, thence through passages 15 and ports 13 to the interior of the working cylinders 5. In this manner provision is made for. taking a fuel supply into the compression chamber on the working stroke of `the piston, and for transmission of the compressed charge from this compression chamber, through acharge manifold to the working cylinder of the adjoining engine, thc charge being propelled from the compression chamber on the return or upstroke of the piston. i.

ln Figure 5 the combined workingpiston 30 andpump piston 31 are illustrated as a rigid structure, each provided with packing rings 32 of usual type, and designed to reciprocate in the co-axial cylinders 5 and 6. In Figure 1 the connecting rod 33 is pivoted in the lower end of the hollow piston on the wrist pin 34 and journaled on the bearing of the crank shaft 35 in usual manner. The crank shaft is journaled in bearings in the engine base and is preferably an integral member. At the sides of the wrist pin couplings of the several connecting rods with the crank shaft, are provided integral, circular disks concentric with the axial line of the shaft, and arranged in pairs. These transversely arranged disks are of sufiicient diameter to extend into the oilupan of the engine base, and to furnish weight toy stabilize the shaft and insure correct alin'ement and true operation of the shaft.

lVithin the engine base and below the crank shaft are provided spaced partitions 37, vertically disposed, and dividing the oil pan into pockets, each to accommodate a from this groove radiate a series of inclined ports extending through the wall of the piston. Thus the lubricant is gathered by the disks below each engine as the disks pass through the oil in the oil compartments or pockets, and by the centrifugal action of the revolving disks, the oil is thrown upv into the hollow pistons against the walls above the shelves, and flows back to the groove of` the shelf, thence through the ports 39 to lubricate the piston 30 in its cylinder. By the utilization of this lubricating ysystem the necessity for pumps and their accessories is eliminated with a consequent saving in cost of production of the motor and maintenance of the equipment. y

In Figure 1 it will be observed that the pump piston 31 is a sleeve of sufficient bore to enclose the lower end of the motor piston 30, and form the annular compression chamber or space 21 the upper end of this space being open, and the lower end of the space is closed by the exterior ring or annular flangeflO formed near the lower end of the tube which functions as the motor piston 30.

The inwardly extending annular' vflange 4l at the bottom of the piston 30 lits under the flange 40, and bolts 42y screwed in to these flanges 40 and l1 secure the tubular `members to form the rigidly Lconstructed motor and pump pistons 30 and 31.

The pump piston 31 is provided with an orifice or port 43 opening outwardly from the compression chamber 11, and adapted to register with the compression charge port 26, previously described, in the wall of the cylinder 7 I In operation assuming the pistons to be in the upper position indicated in Figures l and 2, as the pistons are movedL downwardly-under impact of the explosion a vacuum is formed in the annular space or chamber 21 as the pump piston recedes in its cylinder 7, until at its lowe'rmost position the pump piston uncovers the port 24 and orifice 25 to admit a fuel charge from the intake manifold to the compression chamber or annular space 2l. The quantity of gas thus admitted is governed by the time this inlet port remains open and by the position of the throttle valve in the carbureter 22, and the fuel charge rushes in through the intake port to ll the vacuum in the annular chamber 21. The returning, upward stroke of the rigid pistons causes the intake port to be closed as soon as the upper edge of the pump piston passes over the intake ports 24-25 and the charge thus carried by the pump piston in the annular space and above the upper edge of the rising pump piston, is compressed as the space decreases, until the pump piston reaches the upper position in Figure l. The charge has now been compressed between the annular ring or head 17 of the engine block and the closed lower end of the annular space 2l, and when the pump has reached its upper position, the gas outlet port 43 of the pump piston registers with the orifice or opening 27, thus permitting the charge to be forced through the by-pass pipe 28 from the pump cylinder to the inlet ports 15-13 of the motor cylinder adjacent thereto. In this motor cylinder, the motor piston 30 is at the end of its downward stroke, and the charge therefore flows into the motor cylinder above the motor piston. The connections from these two adjacent pistons to the crank shaft are set at an angle of 180O and the pistons are therefore positioned at the top and bottom of their respective cylinders.

As the fresh charge enters the working cylinder above its piston 30, the gas is deflected upwardly by the baflie wall 44 on the top closed end of the piston, and caused to pass over the top of the exhaust or spent gas in the working cylinder, which exhaust gas, while the working cylinder is at its lower position, is being passed through theeX- haust ports 14 and 16 to the exhaust manifold 45. The entrance of the fresh gas, under pressure assists in forcing out the spent gas through the exhaust ports and manifold, and preferably the exhaust port is opened slightly in advance of the opening of the intake or inlet port to the working cylinder above its piston. The volume and pressure of the intake gas is sufficientatall speeds of the engine to force out the burned gas, and

retain a supply of fresh gas in the cylinder for the subsequent combustion. The fresh gas is now compressed on the upstroke of the working piston, and is ignited or fired as the piston reaches nearly the end of itsl upstroke. s

All air and gas locks are provided by the close fit of the several piston rings or' packing rings on the periphery of the workingand pump pistons, and the parts are so arranged that a packing ring is present at all times between any gas pressure or vacuum or any port opening.

The pressure and volume of gas is reguiated from the carbureter and the position of its throttle valve, thus controlling the amount of fuel charge entering the mixing chamber of annular space 2l, and in this manner the control of the fuel charge regulates the speed and power of the engines.

The fresh supply of gas flowing into the space 2l is comparatively cool, and therefore absorbs heat from the pump piston and from the working piston and its cylinder. This absorption of heat prevents or reduces the extent of expansion of the pistons, which would otherwise occur due to the heated condition thereof, and thus permits of a close lit of the working piston in its cylinder below the inlet and exhaust ports. The comparatively close fit of the lower part of the working piston in its cylinder insures a uniform central movement of the piston, and at the same time obviates the necessity for a similar close fit of the upper part of the workingpiston in its cylinder. Therefore, the comparatively loose-fitting upper end of the piston is permitted to expand under iniuence ofthe heat generated therein. This centering of the working piston also affects the pump piston, and relieves both the pistons and their cylinders of wear, thus prolonging the life of these part-s and eliminating the chance for leaks due to imperfect fitting of the parts.

Claims:

l. The combination with the engine casing having a perforated head, of a working cylinder having an upper hollow stud projecting through said head and exterior securing means for said stud, an open supportring within the casing surrounding the working cylinder, a pump cylinder, and operative working and pump pistons in said cylinders.

2. The combination with the engine casing having an intermediate inner, open ring formed with an upper flange and a lower shoulder, of a cylinder fashioned with an exterior band engaging said ring and flange, and an angular flange on said band engaging the lower edge of said ring, said casing having a perforated top, and a hollow stud on the cylinder projected through said perforated top, and exterior securing means for said stud.

3, The enrnbnatien witlil the vcQ-nial' elylj nders, of a; Working and pump piston formed f as a `rigid structure: the workingwylindelj Comprising a' tubeelesed` at itsuupper end and openat its lower end,` an englne easlng having an interior, transverse ,support-ing,

ring sniionnding the workingv eylinderland forming zi closedtop font-he pump cyhnder, sind pump cyhnder encasng the lower pornular gas Space, a duplicte engine structure, inlet and ouiflvetports ask (eslr'becl, and bypass pipes connecting thepnnip cylinder of ene engine with the Working cylinder `of the other engine for the pnrpeSe (1e-scribed'.v

In testimony whereof I'afx my ,signature THOS. A. H'UTSLL. 

